Elevator control system



ELEVUGR GGTROL SYSTEM Filed iarc frei -1-2. l @Umm .n h. ma ii Ei i @miam liwuwar .wh 1,. il (elli. FIL Ils l., 1:! *il rr n. WWMM xllfs A BY J5 @fifa/MK ATTORNEY @C i939., @ms 2178,07?

ELEVATOR CONTROL SYSTEM Filed March 30, 1938 5 SheeiLS-Sheei't 4 Oct. 3l, N390 w. F. EAMES ELEVATOR CONTROL SYSTEM Filed March 30, 1958 5 Sheets-Sheet 5 WITNESSES:

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ATTORNEY Patented Oct. 31., 1939 UNITED STATES PATENT OFFICE ELEVATOR CONTROL SYSTEM Applicationv March 30,

10 Claims.

My` inventionV relates toelevator control systems and more particularly to systems Where an elevator serves a large number or" floors With a high maximum car speedand where the car automatically slows down in response to operated push buttons at the floors or in the car.

It isI an object of my invention to use the highest possible car speed in making any run between floors andl to have the car slow down and stop at any predetermined floor in the shortest distance possible consistent with passenger comfort.

Where the distance between floors that is to be traversed by the elevator is tooy short to permit the highest car speed to be used, it is an ob ject of my invention to provide a mechanism that Will cause the car to accelerate for approximately half the distance at the maximum rate of acceleration that the comfort of the passengers rwill permit and to retard the car during the remaining distance also at the maximum rate their comfort will permit.

It is an objectk of my invention to provide a mechnaism that will automatically select the correct point in car travel of any number of oors for the transition from accelera-tion to retardation to occur, in the event that the car does not reach its maximum speed. In the event that maximum speed is reached, the mechanism will select the correct point of car travel for retardation to start so. that the car will slow down at a comfortable maximum rate of retardation and stop level'. with the desired floor.

It is an object 0i my invention to provide a L mechanism that will automatically select the maximum speed that can be used in any given runv in advance of the car attaining that speed such that the desired rates of acceleration and retardation` will be utilized in making the run.

Itis, therefore, an object of my invention to provide av mechanism operable in accordance with the distance the car must move for determining themaximum speed it may attain.

Another object is to provide a mechanism operable in accordance with the position of the car cooperating with the distance responsive element for determining the point at which retardation must start.

A still further object is to provide a mechanism that Willf cause the elevator car to accelerate in a plurality of steps at a predetermined rate and to retard in a plurality of steps at a different predetermined rate.

Other novelv features of myy invention will ben i938, serial Ne. 198,881

(Cl. IS7-29) come apparent from the followingV description of the drawings and the operation.

An embodiment of my invention is illustrated inthe accompanying drawings.

Figure 1 shows a view of a car in a shaftway with accessories on the car and in the shaft which are desirable for this particular embodiment.

Fig. 2 is a detailed View of a floor selector used in addition to the equipment shown in Fig. 1.

Figs; 3 and 4 show diagrammatic arrangements of the circuits to the equipment of Figures l and 2. To make it easy to follow the circuits, they are shown in straight line form in which contacts are not shown associated with their operating coils and selector parts are shown in various places but Without regard to their actual physical arrangement as shown in Fig. 2.

Figs. 3A and 4A show the physical relation between the contacts of Figs. 3 and 4 and their operating coils. Figs, 3A and 4A also form a key to the location of the parts of Figs. 3 and 4. If the latter are laid beside the former horizontal lines across the diagrams in connection with the vertical lines of the former will locate approximately in the diagrams the contacts that any given coil operates as well as locating the coils.

A more detailed description of the apparatus of the gures will be found desirable in understanding the-invention. Referring again to Fig. l an elevator car i0 is moved up and down its shaft by the traction between the supporting cables il and a driving sheave I2. A motor I3 drives sheave i2 and the sheave may be held stationary by a brake It which is released by magnet i5 when the car is to be moved. Coun terweights I6 on the other end of cable il balance'the car and part or its load and help to provide traction. The car is illustrated as operating past aplurality of floors of which l to 5 inclusive are illustrated.

Associated with each intermediate floor are plates that cooperate with twoswitches IE and IF carried by the car. Thus the secondV hoor has associated with it plates 2a and 2b that cooperate with switch IF and plates 2c and 2d that cooperate with switch IE. These plates are mounted in the hatchway in such al manner that when switch IF passes plate 2b with coil F energized that contact Fl is opened until the switch is moved out of range of the plate. Similarly, contact F2 is opened by plate 2a and when coil E is energized, contact El is opened by plate 2d and contact E2 is opened by plate 2c. This same action occurs at the plates associatedl With the other oors.

Plates 2c and 2d are stationed at a point approximately midway between floors 1 and 2. The end of plates 2c that extends towards floor 2 is located at the distance from floor 2 at which it is desired to have the retardation begin such that a correct stop at floor 2 will result when the car is moving at the speed used for one iioor runs. The end of plate 2d towards floor 1 is similarly located with referencev to the first floor. The plates are long enough to overlap in position with their opposite ends.

Plates 2a and 2b are located approximately at floor level at floor 2. The lower end of plate 2a is located a few inches below floor 2 at a point where it is desired to set the car brake so that the car will stop from its slowest speed just level with the floor when travelling in the up direction. The upper end of plate 2b is located a few inches above floor 2 at a point where it is desired to set the brake when the car is travelling downward at its slowest speed so that the car will just stop level with the fioor.

Other plates for other floors such as 3a, b, c, and d and 4a, b, c, and d are similarly located. These positions are based on the assumption that the switches IE and IF are at the car floor level. I

It is usually desired to mount these switches on top of the car approximately 8 feet higher. To maintain the relationship of the plates correctly, all plates 'should then be moved up 8 feet higher in the shaft,

Other auxiliary apparatus shown in the view of the car is as follows. A master switch 40 may be used to start the car up or down. A position indicator |1y shows the cars location or potential location, as will be explained later. This indicator is illustrated as having a series of lights one for each floor. When the car is stopped at a floor, the appropriate light is illuminated. Other forms of indicator are also suitable. An auxiliary signal I3 is provided to indicate when the selector mechanism is in synchronism with the cars position. Three push buttons Ill-20 and 2| are provided to resynchronize the selector if it should get out as will be explained later. Car push buttons are provided in a panel 22 for setting up floor stops from within the car. There is one button for each floor served. Button 2CB is provided for the second floor and similarly identified buttons are provided for other floors.

A plurality of floor push buttons SFB to IFB are illustrated. To avoid unnecessary complication of the circuits of the diagram, only a single button is shown at each intermediate floor. It

is well known in the art how to provide an up 'and a down button at intermediate floors and how to connect them so that the up button functions only during up travel and the down button only on down travel. The description of the operation will, therefore, be confined to up motion. It will be found that the system shown will function correctly for down motion if the floor buttons are pressed when the car is above the floor. Y

Fig. 2 shows a side elevation o f a floor selector that may be used in my invention. Other types of selectors may be used with this system. The principles of operation are illustrated in this figure as follows. A motor 23 runs continuously and drives through a series of shafts and speed reducing gearing 24a and 24h two splined shafts 25a and 25D. Loosely mounted on these shafts are clutch face plates of magnetic material 26a and 2Gb. In line with shafts 25a and 25h are two lshafts 28a and 28h supported in bearings 30a and 30h rotating sheaves 3|a and 3| b. Loosely supported on shafts 28a and 28h are two coils 21a and 2lb. rIhese coils are stationary but the shafts and magnetic structures forming part of the shafts are free to rotate. If desirable, the coil may rotate and energizing connections may be brought into the coil through slip rings (not shown) as is well known in the art.

When the coils 21a and 21h are energized, magnetic attraction pulls the clutch faces 26a and 2Gb in contact with friction surfaces 29a and 29h which are fastened to shafts 28a and 28h. The friction developed due to the pressure of faces 26a and 2Gb on surfaces 29a and 29h caused by the magnetic flux set up by coils 21a and 21h is suflicient to rotate shafts 28a and 28h and therefore sheaves 3|a and 3|b in synchronism with continuously rotated shafts 25a and 25h.

Contact fingers 32a and 32D are fastened to shafts 28a and 28h and connect conductor rings 33a and 34a also 3312 and 34h. These rings are divided into segments so that circuits are made and broken by contact fingers 32a and 3217 as they rotate as will be explained more in detail later.

Part of shafts 25a, 25D, 28a and 28h are shown in cross section. Also clutch faces 26a and 2Gb, coils 21a and 2lb, friction faces 29a and 29D, contact fingers 32a, and 3217, conductor rings 33a, 33h, 34a, and 34D are shown in section for clearness.

A cable 35 passes over sheave 3|a down behind a selector panel 36 under an idler sheave 31a and the two ends of cable 35 fasten to a cross arm 4|. Cable 35 is held in tension to provide traction on sheave 3|a by a spring 39a that pulls on a bearing support 38a.

A second cable 42 passes over sheave 3 Ib, down behind panel 36, under a sheave 31h and the two ends fasten to a switch operator 43. Cable 42 is held in tension by members similar to those for cable 35.

Switch operator 43 is of such size that if it passes between a stationary member 44 and a. movable member 45 that a switch blade 46 is moved in contact with switch stud 41 against the biasing `action of a spring 48 thereby closing any circuit that may be connected to blade 46 and stud 41.

Selector cross arm 4| is arranged to move up and down across the face of panel 36. A plurality of brushes 60-10-80-90 carried by arm 4| make circuit successively with a plurality of conducting segments 6|62, etc., mounted on panel 36. Five horizontal rows of segments are illustrated representing four circuits closed by the brushes corresponding to ve floors served by the elevator. The functions `of these circuits and that of switch members 46 and 41 will be explained later. Flexible conducting cables 53 serve to carry electrical conductors from the cross arm 4| to stationary parts of the selector that may in turn be connected to other apparatus.

Fig. 3 shows the connections for the various pieces of apparatus. Motor |3 has its armature 13a connected in loop circuit with an armature 54e of a variable voltage generator in the well known Ward-Leonard connection. Motor |3 has its shunt field |3b continuously energized from two supply lines LI and L2. Electromechanical brake I5 has its coils energized through the contacts Ml of a switch M. Generator 54 is supplied with two fields the first a shunt field 54a energized by either of two reversing switches U or D and the second a series field 54h energized by the current flowing in the loop circuit.

Master switch 40 when moved to the left starts the car up by energizing coils U and M, as will be explained later. Similarly, moving it to the right starts the car down. A series of lamps SPI to IPI are those which give car position indications by illuminating indicator il in the car.r Floor push buttons FB to IFB are shown connected to a plurality of call storing relays 5R to lR. Each relay is provided with cancelling coils 5RN to IRN'. When both the pick up coil and cancelling coil for these relays are energized at the same time, they oppose each other and the relay armature drops to the deenergized position.

Car'push buttons 5GB to lCB are shown connected to selector segments 85 to 8l. Each button is provided with a holding coil ECBI-I to lCBH. Each coil while energized is not strong enough to move the button plunger, but if the plunger is pressed in manually, the coil is sufliciently strong to hold it in the depressed position until the coil is deenergized. y

Referring to Fig. 4, the circuits shown are a continuation of those of Fig. 3 and the operation of them will best be explained by assumed op erations. The various switches and relays of Figs. 3 and e are .designated by the identifications listed in the following table and opposite each is given a brief description of the function of the relay or switch in the circuits.

|A:Selector start relay 2A:Auxiliary selector start relay lB:Selector drive interlocking relay 2B :Auxiliary selector interlock relay IC :Selector stop relay 2C :Auxiliary selector stop relay D:Down direction switch DR=Auxiliary down relay E=Intermediate inductor F:Stop inductor G to 6G:Speed relays H:Door and gate switch I:Inductor interlocking relay M=Brake switch O:Auxiliary stopping relay IP=Call pick up relay 2P:Car call pick up relay IQ: Acceleration timing relay 2Q:Acceleration timing relay IR to 5R :Floor call storage relays SR :Retard relay U:Up direction switch UR:Auxiliary up relay W :Up direction preference X:Down direction preference lY:Chain operating relay 2Y:Chain operating relay v selector reaches the fourth floor, it will stop and no more speed switches will come in. The car may'have moved half a door during this action. Acceleration will continue as the generatoreld builds up and as the car moves forward until it. reaches a point about midway between the rst and fourth floor or half way between the second and third floors. When the car reaches this point, the auxiliary selector will have moved to the fourth floor position and retardation starts. The car then proceeds to the 4th iioor retarding continually and nally stops there. The selectors do not move during the retardation operation.

If the call had been at the fth floor more speed switches would have been energized and if at the third fewer. The selector motions would have been similar but the point of stopping would have been the fth floor position in the rst and the third oor in the second.

If the call was placed suciently far in ad- Vance of the cars position, the car will accelerate to its full speed, run at this speed tc the point at which slow down must start, then retard during the remaining travel until it stops at the oor where the call is registered. In the embodiment of the invention being described, to answer a call at the 9th oor the car will leave the rst floor, will accelerate approximately during 3 floors travel, will run at full speed for approximately 2 floors travel and will retard for three oors travel to respond to a call placed at the 9th iioor (not shown) any time prior to the car reaching the 6th floor position. A speed of 1200 feet per minute can be easily obtained in this run without producing discomfort tc passengers in the car. All stops are positive and any intervening stop can be made with the desired sequence of the controller provided only that the call is registered before the car reaches the point where slow down must start to make the desire stop.

As the invention may best be understood from a description of an operation, it will be assumed in the following description that the car is standing at the iirst iioor, that a call is placed at the 4th floor, and that the car is started upward to respond to any call that may be registered. The action of the controller will be as follows.

First 11001* to fourth floor rim When the car is standing at the first oor in readiness to run, switch coil W will be energized (limit switch 55 being opened by the car standing at the rst iioor) L l-D-XI-W-SG-LZ (Fig. 3)

(The circuit may be traced through the eiements on the diagram bearing the numbers in the sequence).

When the car is at the first floor in readiness to make a run switch operator d3 on the selector will be positioned opposite stationary member d4 of cross arm 4|. In this position switch blade 46 will be in` contact with switch stud 4.1 and signal light I8 on the car will be illuminated.

L-4 '1 -45- l 8-L2 (Fig. 4)

The illumination of this lamp indicates to the operator that the selector parts are properly positioned as it should normally be illuminated when the car is at rest. Its use will be explained later.

Relays lY and O will be energized.

Inductor coils E and F are energized continuously.

Ll-E-F-LZ (Fig. 4)

When the car is standing at the rst oor, inductor plates Ib and la will be positioned in inductor IF, and contact members FI and F2 will be moved to circuit opening positions under the influence of energized coil F. As no plates are positioned in inductor IE at this time its contact members El and E2 Will close their respective circuits. No action will result from these closed members as their circuit is opened by relay contacts URZ and DR2 (Fig. 4)

If we assume a call now placed at the 4th floor by pressing push button AFB then relay 4R will be energized.

LI-llFB-R-LZ (Fig. 3)

and when pressure is released on push button 4FB relay 4R will remain energized.

LI-4RI--4R-L2 (Fig. 3)

The closing of contact 4R2 connects selector segment 94 (Fig. 4) to supply wire L2 but no action results at this time.

The car is now started upward. In the embodiment of my invention illustrated in the drawings, this starting is accomplished by closing the elevator door and the car gate, and by moving car starting switch 4B to the left. Any of the well known methods of starting the car may be used, or the car may be started automatically in response to the operation of push button (IFB in a manner well known in the art.

When the door and car gate are closed a circuit is closed by interlocks on these members to energize a coil H (Fig. 3). Contact H2 energizes the coil of relay G LI-HZ-M'I-G-LZ (Fig. 4)

Contact G2 energizes coil IG LI-H2-IY2--IP8-G2-IG--L2 (Fig. 4)

L I -4 -U-M-I-I I L2 (Fig. 3)

Contact M'I opens the previously traced circuit to coil G but this coil is now held energized by a holding circuit.

LI-I-I2-2Y6-GI-G-L2 (Fig. 4)

Contact M5 energizes coil IQ LI-M5-6G2-lP3-2QI-IQ-L2 (Fig. 4)

yContact IQI energizes coil 2Q Ll-M5-6G2-IP3-IQI-2Q-L2 (Fig. 4)

Relay 2Q, in picking up, opens contact 2QI which breaks the previously traced circuit to coil IQ. The armature of relay IQ does not drop immediately to the deenergized position however, as it is delayed by a time element as indicated in Fig. 4A. Relay 2Q in picking up closes contact 2Q2 which energizes coil IA.

LI-IA-ZQZ-LZ (Fig. 4)

Contact IAI energizes clutch coil 21a LI-IAI-ICZ--Z'Ia-L2 (Fig. 4)

The energizing of coil 21a causes engagement of clutch parts 26a and 29a, driving cable 35 and moving cross arm 4I towards the row of segments corresponding to the second floor (B2-'I282-92).

As clutch coil 2lb has not been energized, cable 42 and operator 43 do not move, and the motion of the cross arm moves switch member 45 out of engagement with operator 43. As a result switch contact 46-41 opens the circuit previously traced, and lamp I8 on the car is extinguished.

As shaft 28a turns, contact finger 32a moves with it, rst breaking the circuit between contact segments 33a and 34a, and then making a circuit between contact segments 33e and 34e (Fig. 4). Contact segments 33Cl and 34C energize coil IB.

LI-33C-32a-34c-IB-2Q2-L2 (Fig. 4)

Next relay IQ expends its time element and drops to the deenergized position and contact IQI interrupts the circuit to coil 2Q previously traced. The armature of relay 2Q is delayed in moving to the deenergized position by a time delay as indicated in Fig. 4a.

Shaft 28a continues to rotate and arm 32a. moves out of contact with segment 33o and 34o and into contact With 33a and 34a. The circuit to coil IB remains energized through its holding contact IB2 and coil IC becomes energized.

LI-33a-32a-34a--IBI-IC--L2 (Fig. 4)

Contact IC2 deenergizes clutch coil 21a by opening the previously traced circuit to it. The clutch parts move to the unoperated position and cross arm 4I stops in suchaposition that the moving brushes 60-'I0-80-90 engage segments B2-'I2-82-92 respectively.

Contact IC3 opens the short circuit around coil ZY and this coil becomes energized.

LI-ZY--IYI-IY-LZ (Fig. 4)

Contact 2Y5 closes an additional circuit to coil IG LI-HZ--2Y5-IG3-IG--L2 (Fig. 4)

Contact 2Y6 opens the previously traced holding circuit to coil G and this relay drops to the deenergized position. Contact G2 opens the previously traced pick up circuit for coil IG but this relay holds in through the circuit closed by contact 2Y5.

While considerable space is required to describe all the foregoing control action, it takes place rapidly and between a half second and one second time is required. During this time voltage is building up on the generator from the energization of its eld 54a through circuit.

LI-UI-54a-U2-58a-58b- 58c-58d-58e-I Cri-L2 (Fig. 3)

The elevator motor brake coil I5 has been energized.

Ll-IS-MI-LZ (Fig. 3)

Current circulates in the loop armature circuit.

54-54b-I3a-54 (Fig. 3)

and the elevator motor I3a starts to turn moving the elevator in the up direction.

As the car moves inductor plate Ib leaves inductor IF, inductor contact FI closes, to energize coil DR LI-DR-FI--LZ (Fig. 4)

Further movement of the car causes plate Ia to leave the inductor and contact F2 to close energizing relay UR.

LI-UR-F2-L2 (Fig. 4)

Contact URE energizes relay coil I LI-L-URZ-DRZ-ElI-EZ-LZ (Fig. 4)

Contact II energizes coil 2A.

LI-2A-SR3 and IP5 (in parallel)- II-L2 (Fig. 4)

Contact 2AI energizes clutch coil 2lb.

LI-ZAI-ZCS-Z'Fb-LZ (Fig. Li)

which engages clutch surfaces 26h and 2% which causes shaft 23h to turn sheave SIb, moving switch operator 43 towards the second floor position now occupied by switch members ifi-45- I6-VI on `cross arm 4I.

We will now assume that the time element for the armature of relay 2Q expires and the armature drops to the deenergized position. Contact 2'QI again establishes a circuit to energize coil IQ.

LI-ME--GZ--IPS-ZQI-IQ--LZ (Fig. 4)

Contact 2Q2 opens the previously traced circuit to coils IA and IB. Contact IBI opens the previously traced circuit to coil IC. Contact ICS in closing shorts coil IY.

Relay IY drops to the deenergized position opening contact IYI but relay 2Y remains energized.

Contact 2GI shorts out an additional section of generator iield resistance 58e which increases the voltage of generator armature 54 and raises the speed of motor Ita (Fig. 3).

While this sequence was occurring after contact ZQI again energized the coil of relay IQ another sequence was progressing.

Contact IQI again energized coil 2Q by a circuit previously traced. Contact ZQI deenergizes coil IQ which will drop after a time delay. In the meantime contact 2Q2 energizes coil IA which energizes clutch Z'Ia.- Relays IB and IC again pick up to deenergize clutch coil ZIa and the selector cross arm il is moved again this time to thc third oor position.

Contact ICB in opening breaks the previously traced holding circuit to coil ZY, and 2Y moves to the deenergized position. Contact 2Y5 breaks the previously traced holding circuit to coil I G, and this relay drops to the deenergized position.

Clutch coil 2lb was previously energized and its shaft started turning to move switch operator 33. As the shaft turns contact nger 32h is moved to connect segments 33d and 34d of the commutator ring associated with contact linger 32h to energize coil 2B.

LI-33cZ-32b-3LloZ-2B-SR3 and IP5 (in parallel)--II-L2 (Fig. 4)

Relay 2B establishes a holding circuit through contact 2B2. As the selector shaft 28h turns contact finger 3219 again connects segments 33?) and 36.1) picking up coil 2C.

Contact 2C3 opens to deenergize clutch coil 2lb stopping further motion of switch operator 43 which is now stopped at a position corresponding to the second floor.

At this time cross arm 4I is in the third floor position, switch operator 43 in the second floor position the car is just leaving the first floor. Speed controlling contact QGI is closed shorting resistors sufcient to bring the car to a speed suitable for a two floor run. As no call exists at the third floor the action continues.

Relay IQ time element now expires and its armature drops to the deenergized position. Contact iQi opens the circuit to coil 2Q which also after a time deiay drops to the deenergized position. Contact EQI immediately reenergizes coil iQ and contact 2Q2 deenergizes coils IA and iB. Contact IBS deenergizes coil IC. Contact ICi in closing energizes coil IY.

Contact .'iGI (Fig. 3) shorts an addition sectionof generator iield resistor, 58d further increasing the generator eld and motor speed to a value suitable for a three iioor run.

In response to the energizing of coil IQ for the third time, contact IQI again energizes coil 2Q, contact ZQI again deenergizes coil IQ to cause it to drop after a time delay. Contact ZQZ again energizes coil IA, and contact IAI energizes clutch coil 21a for the third time and cross arm 4I is again moved forward, this time, tc the 4th floor position.

When relay IC picks up for the third time, contact IC2 deenergizes clutch coil 21a which as before stops the motion of the cross arm. Contact iC3 opens the short on coil 2Y which picks up as before. Contact 2Y6 opens a holding circuit to coil 2G which may be traced as follows.

LI-H2-2Y6-2G4--2G-L2 (Fig. 4)

When cross arm LiI moved to the ith floor position moving contact 90 engaged segment S4 (Fig. 4). Contact R2 previously connected this segment to L2, contact 20d was previously closed by coil 2C being energized so that contact ICli now closing completes a circuit for energizing coil IP.

Contact IPII establishes a self-holding circuit for coil IP.

LI-IP-IPII-M3-L2 (Fig. 4)

Cross arm 4I moves brush 'IIJ into contact with segment it and the closing of contact IPI energizes the circuit for coil ARN This coil opposes the previously energized coil (2R so that relay 13R drops to the deenergized position and contact 13R! opens the circuit to both coils. Contact IPS opens, and prevents further action from relays IQ and 2Q.

Cross arm il moves brush (5U successively in contact with segments 62, G3 and 64 lighting each associated position indicator light. While the car is at this time positioned between the rst and second floors, the indicator will show it as at the fourth floor position. That the car is at the fourth oor position is true in the fact that circuits are set up for the stopping at the fourth oor such that the car cannot make a normal stop at a floor nearer the cars position than the fourth floor. To avoid confusion as to when the car is actually positioned at the fourth floor and when it is potentially positioned there, a signal modifying device 51 is provided which causes the indicator signal to flicker on and off until the car actually arrives. Since contacts M4 and IP2 are both open, current to lamp 4PI is intermittently interrupted in its passage through flicker device 51. When the car finally comes to rest at the fourth floor, contact M4 closes and lamp 4PI burns steady indicating that the car' has arrived.

Up to this point, we have the car accelerating away from the rst floor or an uptrip. The following relays and contactors are energized, W, H, U, M, IY, 2Y, 3G, IP, DR., UR, I, 2A, 2B and 2C. The selector cross arm has moved ahead to the 4th floor position where a call has been registered. The call has been cancelled. The switch operator 43 of the selector has advanced to the second loor position.

As the car progresses upward, plate 2d enters inductor IE opening contact EI without effecting action. The car at this time is about midway between the rst and second oor accelerating to a speed suitable for a 3 floor run. Plate 2c now enters inductor IE opening contact E2 which interrupts the circuit to coil I.

Contact II interrupts the circuit to coils 2A and 2B and contact 2BI interrupts the circuit to coil 2C. These three relays drop to the deenergized position, preparatory to the next operation of selector switch operator clutch 211).

With further movement of the car plate 2d leaves the inductor and contact EI closes and. after a few more inches of travel plate 2c leaves closing contact E2 to reenergize relay I.

The circuits to relays 2A, 2B, 2C and clutch 212) are reenergized in the sequence previously described to cause switch operator 43 to move to the third floor position.

As the car passes the second floor, plate 2b enters inductor IF opening contact FI dropping relays DR-I-ZA-2B and 2C in sequence to again reset the circuit for furtheroperation. Plate 2a opens contact F2 deenergizing relay UR without effect. Plate 2b leaves closing contact FI picking up relay DR Without effect.

Finally plate 2a leaves closing contact F2 picking up relays UR-I-2A-2B-2C as previously described and energizing clutch 21h for the third time and switch operator 43 is moved to the 4th floor position, or the position to which the selector cross arm was moved by the repeated actuations of relay 2Q. When relay IP became energized further actuation of relay 2Q was prevented by contact IP3 opening.

As the switch operator 43 is moving into its nal position at the fourth iioor position on the selector, switch members 46 and 41 close.

Relay 2C then is picked up by finger 32h to stop the motion of switch operator 43 as previously described.

LI-33b-32b-34b-2BI-2C-L2 (Fig. 4)

Contact 2CI energizes coil SR LI-41-46--2CI-SR-L2 (Fig. 4)

; Contact 2C3 opens the circuit to clutch coil 21b stopping further movement of operator 43. Contact SRS opens to deenergize coils 2A and 2B. Contacts SRA and SRE transfer the Operating Cilcuit for coils 2Y and IY without eifect at this time and these coils remain in the energized position. Contact 2BI opens to deenergize coil 2C.

As the car continues upward plate 3d enters inductor IE opening contact EI without effect, as it is paralleled at this time by closed contact X5. Plate 3c then enters, opening contact E2 and. interrupting the circuit to coil I (Fig. 4 previously traced). Contact I3 closes to short coil IY through a circuit starting at the lefthand side of coil IY (Fig. 4) that may be traced as follows.

Relay IY drops to the deenergized position opening the snorting circuit by opening its contact IYI. Coil 2Y is held energized.

As the car progresses upwardly plate 3d leaves closing contact EI without effect. Plate 3d then leaves closing contact E2 which reenergizes coil I. Contact I3 in opening, opens the previously traced circuit to coil ZY which then drops to the deenergized position, and contact 2Y5 opens the holding circuit to coil 3G which drops out. Resistor section 58d is inserted in the eld of generator 54 reducing its voltage and slowing down motor I3a. During the interval between the nal operation of relay 2Q which resulted in energizing relay 3G to the time just mentioned where relay 3G drops out, the current in generator field 54a was building up to its final value and. the elevator motor was accelerating to a speed suitable for a three oor run.

As the car progresses upward and as the platform passes floor 3, plate 3b enters inductor IF opening contact FI deenergizing coil DR. Contact DR2 deenergizes coil I, closing contact I3 to close a pickup circuit to coil IY.

LI-2Y3-I3-IP6-SR4-2Y2-IY-L2 (Fig. 4)

Contact IY2 energizes coil IG.

LI-HZ-IYZ-IPS-ZGZ-IG-M (Fig. 4)

With further motion of the car plate 3a enters inductor IF opening contact F2 deenergizing coil UR without effect. Plate 3b then leaves closing contact FI energizing coil DR without effect, and nally plate 3a leaves closing contact F2 energizing coil UR and energizing coil I. Contact I3 opens and coil ZY picks up.

LI-2Y-IYI-IY-L2 (Fig. 4)

Contact 2Y6 drops coil 2G by opening its selfholding circuit.

Resistor step 58e is now inserted in the generator field by opening of contact 2GI (Fig. 3) and motor I3a slows down further.

As the car progresses and its platform is midway between floors 3 and 4, plate 4d enters inductor IE opening contact EI without effect. Then plate 4c enters opening Contact E2, deenergizing coil I, and contact I3 deenergizes coil IY by placing a short on it. Contact IY3 energizes coil G.

LI-HZ-IYB--IPIZ--IGZ-G-LZ (Fig. 4)

'Cil

flfi) Plate '4d leaves, closing contact EI without eiect Plate 4c leaves, closing Contact E2 energizing coil I. Contact I3 in opening deenergizes coil ZY. Contact 'EYE opens the holding circuit to coil IG which opens. Contact IGI inserts resistor iif in the generator eld circuit causing further slow down to the cars lowest operating speed. Contact :IiG closes energizing coil O.

As the car progresses and its platform vnears iioor 4, plate lib enters inductor IF' opening contact FI Which deenerg-izes coil DR deenergzing coil I. Contact I3 in closing enelgzes coil IY picking upthe relay but without :effect on the car. When the platform is -very yclose to the floor plate da enters opening contact F2 deenerg-izing coil UR. As coil O is now energized, contact OI is open and the open-ing of contact UR! drops the lholding circuit to vcoils U vand M (Fig. 3), which now drop out opening the generator` field circuit and applying the brake to stop the car at floor level. Contact M6 drops coil SR. Contact M8 drops ceil IP and when the car doors open, relay II `opens and relay G is deenergized by ,contact H2 opening. The car is now at floor 4 with the :doors open and the passenger who pressed the iioor button can now enter the car to be carried to his destination.

The detailed sequence just ldescribed showed the car starting from the first oor accelerating for one one and one half iloors of car travel, then retarding for one and one half iioors to answer a call threeiioors ldistant from the starting point. A similar sequence can be traced for a four floor jump. In this Case the car would accelerate one halffloor more, an additional accelerating relay 4G would become energized and the retardation would require 2 oors.

Similarly for a five oor run, ve accelerating steps to relay 5G Would become effective and two and one half floors of acceleration and two and one hal-r iioor retardation would be required.

For a six oor run 5G relay would be required with three floors acceleration and three -floors retardation. For longer runs, the car runs at its top speed for the additional floors and an operation of this type will be described.

It will be assumed for this example that the car is again at the first floor and that a call is registered for the ninth floor making an `eight floor run. The sequence is as follows:

First floor to(y ninth floor run In starting from the iirst :door the sequence oi operation of the control mechanism is the same as tor the shorter run up to the point Where relay IP picked up. In this case as segment 94 is not now energized coil IP is not energized. The following relays and oontactors are energized. W, H, U, M, IY, ZY, 3G, DR, UR, I, 2A, 2B and 2C. Switch operator 43 has advanced to the second yiioor position and the car is accelerating between the i'lrst and second floor positions.

The sequence of relays IQ and 2Q continues and relays 4G, 5G, and 6G are energized in sequence. Cross arm 5I is advanced one floor for each relay energized until the latter is positioned in the seventh floor position. Relays 4G and 5G have 'been deenergized and the following are energized at this time, W, II, U, M, IA, IB, IC, 6G, DR, UR, I, 2A, :iB and 2C.

During the time required :for this sequence the y venting further operation of relays IQ and 2Q.

As the car advances accelerating to high speed it passes plates 2b and 2a which moves the switch operator 43 to its fourth :door position. Plates 3d and 3c move it to its fth floor position. Plates 3b and 3a, move it to its sixth floor position when the car is passing the third iioor. `When the car passes plates 4d and 4c midway between the third iioor and the fourth oor switch operator is advanced to its seventh oor position. Cross arm 'II was left stopped at this position when relays IQ and 2Q were made inoperative so that Contact members I6 and 4'! are now closed. In the sequence 'for moving 0perator #I3 the last time relay 2C is energized and ycontact ECI energizes coil SR.

LI-lII-46-2CI-SR-L2 (Fig. 4) the relay locks inthrough a holding circuit.

LII-MG-SRI-SRWLZ (Fig. 4)

Contact SR in the operating circuit to coils iY and ZY opens but without :effect as relay IC is energized at this time. Contact SR!! closes a similar circuit which is without effect as contact IPS has not closed yet.

The car continues towards the fourth floor position. Assume that Aa call is now registered at the `ninth iioor. Relay SR becomes energized but without ei-Iect at `this time-except to energize a segment corresponding to the ninth floor to be engaged by brush 9D when the cross arm advances to the ninth floor position.

At the fourth floor position `of the `car plate 4b enters inductor IF opening contact FI dropping relay DR and then relay I. Contact II in opening deenergizes Coils 2A :and 53B Which in turn drops IIC.4 Contact I2 -in opening (SR2 now being open) drops rela-ys iA land EB which in turn drops relay IC. When plate da leaves and contact F2 closes relay UR picks up reenergizing relay I. Contacts II and I2 Aclose energizing relays IA Vand 2A and clutch Vcoils 2id. -andZIb sir multaneously so that both cross arm il .and operator t3 move to the eighth floor position.

Midway between floors 4 and 5, plates 5d and 5c enter inductor IE and open and close contacts EI and E2 in sequence but without effect as contact IiG has closed shorting the terminals of contacts El and E2.

When the car arrives at .the iiith floor, plate 5b opens contact FI, relay DR .and relay I. Relays A, 2B, 2C, lA, :IB and iC .are again de energized by contacts II and I2 4and when plate 5a leaves, relay I is reenergized and cross arm 4l and operator i3 move to the yninth floor position. When relays IC and 2C pick up in the process of deenergizing the clutches 21a and 2lb, a circuit is established to energize coil IP.

Lil-IP-ICi-ECLl-BIB-ninth floor segment or .selector- SRQ-*L (Fig. 4)

and a holding circuit is established through contact IPI I.

The car now progresses, and when it passes the iid and fic` plates midway between floors 5 and 6 .contacts El and E2 again .open and close without effect. When it approaches the sixth iii) floor, plate 6b opens contact FI dropping DR and relay I. Contact I3 closes energizing relay IY.

LI-ZYS-IS--IPG-SRll-ZYZ-IY-LZ (Fig. 4)

Coil 5G is energized by contact IYZ.

Li-H2-IY2-IP9-6G6-5G--L2 (Fig. 4)

When plate 6a leaves the inductor, contact FZ closes energizing relays UR and I, opening contact I3. Relay 2Y picks up, contact 2Y6 opens the holding circuit to coil 6G, and this relay drops out inserting resistor 58a in the generator iield circuit to reduce the voltage of generator 54 and the speed of motor I3a.

Plates 'Id and Ic pick up 4G and drop 5G which inserts resistor 58h.

Plates 'Ib` and 'Ici pick up 3G and drop 4G which inserts resistor 58o.

Plates 8d and 8c pick up 2G and drop 3G which inserts resistor 58d.

Plates 8b and 8a pick up which inserts resistor 58e.

Plates 9d and 9c pick up G and drop IG which inserts 58j.

Relay IG dropping picks up relay O'. Relay IY is picked up as in the previous sequence.

Plate 9a enters inductor IF opening contact F2 dropping relay UR which drops relays U and M setting the brake and stopping the car in a manner similar to that described in the previously traced three floor run. The doors are opened and the circuits are reset for another run.

From the foregoing descriptions, it will be evident that similar sequences can be traced for any length of run. The rate of acceleration can be determined by the frequency of operation of relays IQ and 2Q the point of slow down and the rate of retardation will be determined by the number of the accelerating steps and the travel of the car. The steps may be individually adjusted by adjusting the values of the resistors 58a to 587".

Provision has been made to enable the car operator to resynchronize the selector moving elements in the event that an emergency stop of the car should throw them out of proper position. The car will normally stop behind the position of cross arm 4I. Assuming the car stopped at the third floor when the cross arm is at the fifth oor, the position indicator circuit would illuminate lamp EPI.

The oar operator presses button I9 (Fig. 3) which will reverse two of the windings of three phase motor 23 that drives the clutch members in the selector thus reversing the motor 23. Ii button 20 (Fig. 4) is pressed, clutch 21a will be energized to cause movement of cross arm 4I in a reverse direction from normal motion and it will move one floor position. Indicator 4PI will then be illuminated. Operating button 20 again will move the cross arm to the third oor position illuminating lamp 3PI, as this is the cars position, no further operation of button 2U is required.

The switch operator 43 will also normally be in advance of the cars position. Operating button 2| (Fig. 4) while button I9 is pressed will cause this member to move towards its third iioor position, one floor at a time. When it reaches the third iioor position lamp I8 (Fig. 4) will illuminate indicating to the operator the correct positioning of this element and the ear is again ready for normal service.

IG and drop 2G Operation from the car buttons is similar to that from hall buttons. Relay 2P picks up when movement of the cross arm causes brush 80 (Fig. 3) to engage an energized segment. Contact 2PI closes a circuit to relay coil IP in parallel with the circuit from any energized segment such as 94 as described. The car push buttons are provided with holding coils ICBI-I to SCBH which hold the associated buttons in the operated position until either contact W2 or X2 opens at the termination of the car travel in the associated direction.

Since changes may be made in the foregoing construction and different embodiments of the invention may be made without departing from the scope thereof, it is intended that all matter shown in the accompanying drawings and as set forth in the foregoing description shall be interpreted as illustrative and not in a limiting sense.

I claim as my invention:

1. In a control system for an elevator car operable past a plurality of floors; the combination of a start control, a motor i'or moving said car; starting and accelerating means responsive to said start control for starting said motor in a desired direction and accelerating it to any of a plurality of predetermined speeds; a stop control for each of the floors; retarding and stopping means responsive to operation of any one of said stop controls for causing said motor to stop said car at the associated floor; selecting means comprising a rst movable element and a plurality of stationary elements, there being one stationary element associated with each stop control, said rst movable element being responsive to actuations of said accelerating means for moving said element into engagement successively with said stationary elements, means responsive to engagement of said moving element with a stationary element associated with an operated stop control for preventing further actuation of said accelerating means and for thereby stopping further motion of said nrst moving element; a second moving element responsive to movements of said car for causing said second element to move in the same direction as said rst moving element; means responsive to said second element moving into the same relative position as said first moving element for stopping further movement of said second element and for thereafter causing actuations of said retarding means in accordance with movements of said car, means responsive to car movement into a position corresponding to that of said rst and second moving elements to stop said motor and to thereby stop said car at the floor corresponding to the actuated stop control.

2. In a control system for a car operable past a plurality of floors; a starting switch on said car, means responsive to an actuation of said starting switch for starting the car; automatic accelerating means for increasing the speed of the car in a plurality of steps; selecting means comprising a movable element operably engageable with a plurality of stationary elements one for each oor; means responsive to said accelerating meansfor moving said movable element to successively engage said stationary elements one step for each accelerating step; a plurality of stop controls associated with said floors one for each floor; and means responsive to operation of any one of said stop controls for conditioning the stationary element associated with said door; means responsive to said movable element engaging a conditioned stationary element for stopping further accelerating steps and thereby stopping further motion of said movable element; a second movable element operably cooperating with said rst mentioned movable element; means responsive to car movement during acceleration of the car to move said second movable element into operable relationship with said rst mentioned movable element; means responsive to said second element operably cooperating with said iirst element for preventing further acceleration of said car, for reversing the progression of said accelerating steps to thereby cause said car to retard, and for preventing further movement of said second movable element; said means responsive to car movement being also effective during retardation for progressively actuating said retardation steps; and means responsive to said car arriving at the iloor associated with said operated stop control for stopping the car at said iloor.

3. In a system for controlling the speed oi an elevator car serving a plurality of floors, car actuating and stopping mechanism comprising means for accelerating said car to any one of a plurality of diierent speeds; means for retarding said car to its low speed preparatory to stopping; a switch on said car for operating said car actuating mechanism to start said car; a plurality of car control switches associated with said floors for operating said car stopping mechanism to stop said car; selecting means comprising a plurality of stationary elements one for each floor, a movable element cooperating with said stationary elements for controlling said accelerating means, and a second movable element for controlling said retarding means; said second movable element cooperating with said rst mentioned movable element to stop further movement of said second movable element regardless of car movement; and means responsive to movement oi the car for additionally controlling said retarding means.

4. In a system for controlling the starting, acceleration, retardation and stopping of an elevator car serving a plurality o1" floors the combination of a switch on the car; means responsive to operation of said switch for starting the car; means responsive to operation of said switch for accelerating the car to any o1" a plurality of operating speeds; a plurality of control devices, there being one associated with each oor served; selective means operable to a plurality of positions, there being a position corresponding to each floor, jointly responsive to said acceleratng means and to an operated control device for determining the highest speed at which the car will operate; means operable in accordance with movements of the car and the position of said selective means for determining the end of theacoelerating period for the car; means responsive to the cooperation of the last mentioned means with said selective means for stopping further operation of said last mentioned means regardless of further car motion; and means responsive to car movement for causing said accelerating means to retard said car to a low speed; and means for stopping said car from said low speed at the floor associated with said operated call device.

5. In a controller for an elevator car operable at a plurality of speeds, mechanism for accelerating the car comprising means for determining the distance through which the car is accelerated comprising, in combination, timing means operable at predetermined intervals; means operable by said timing means for actuating said accelerating mechanism in a plurality of steps; movable means operable to a plurality oi positions responsive to the operations of said timing means for successively moving said movable means through a plurality of positions; means for stopping the timing means and therefore the progression of said accelerating mechanism and the movement oi said movable element; a second movable element operable to a plurality oi positions responsive to movements of the car for successively moving said second movable element through a plurality of positions; means responsive to the movement of both elements through the same number or positions for ending the zone in which acceleration of said car in response to the accelerating mechanism takes place.

6. In a mechanism for controlling the acceleration and retardation of an elevator car started by the operation of a starting circuit and stopped in response to the operation of stop switches at the l'ioors, the combination of means for accelerating and retarding the speed of the car; selecting mechanism comprising a stationary member, contact members supported thereon, there being at least one for each intermediate oor served by said car; a moving member operable to a plurality of positions, there being position correspondent to each intermediate floor served; a contact member carried by said moving member cooperating with said stationary contact members and means responsive to said moving member cooperating with one of said stationary members for determining the extent of acceleration produced by said accelerating means, a second movable member cooperating with said iirst mentioned movable member and means responsive to the cooperation of said movable members for determining when retardation of said car shall start and for stopping further movement or" said second movable member .regardless of further car movement.

7. In a selecting mechanism for causing an elevator car to stop automatically at a floor in response to a registered iloor call, the combination of a stationary element comprising a plurality of contact members, there being one associated with each intermediate loor served by said car; a first movable element movable to a plurality of positions, there being one position associated with each intermediate floor, said movable member carrying a contact member engageable with said stationary members; a second movable element independent of the movements of said rst movable element; and a circuit operating device operable by the relative positions of said first and said second movable elements for stoping further movement of said movable elements and for simultaneously terminating acceleration and initiating retardation.

8. In a mechanism for controlling the movement of an elevator car operable past a plurality of floors the combination of mechanism operable to a plurality ci positions corresponding to the iloors served by said elevator; means for causing movement oi said mechanism to each or said positions; a second mechanism also operable to a plurality of positions corresponding to the floors served by said elevator; means responsive to movements oi said car for causing movement of said second mechanism to each of said positions; and means responsive to said rst and second mechanisms assuming a predetermined position with respect to each other for rendering said second means ineffective to cause further movement of said second mechanism in response to further movements of said car.

9. In a system for controlling the movements of an elevator car past a plurality of floors being served by said car, the combination of a starting switch and means responsive to operation of said switch for starting the car; a timing mechanism and means responsive to said timing mechanism to progressively accelerate said car to a plurality of low speeds and a high speed, a selecting device comprising a stationary member having a plurality of positions each corresponding to one of the iloors being served, a iirst moving member operable to each of the positions, a second moving member operable to each of the positions, means responsive to said timing mechanism to move said first moving member from an initial position corresponding to the cars position forward in the direction corresponding to the cars direction of movement one position for each operation; a plurality of car control switches, one associated with each oor served and means responsive to said rst moving member advancing to a position corresponding to a floor for which a control switch has been operated to stop fur ther operation of said timing mechanism; means responsive to car movements for advancing said second movable element also from an initial position corresponding to the direction of car movement, said second element advancing two positions for each iioor distance traversed by the car; means responsive to said second element moving to its position corresponding to the floor which said control switch was operated for causing said accelerating means to retard said car in a plurality of steps as said car advances until said car is operating at its lowest speed, and means responsive to further car movement to stop said car at the floor associated with said operated control switch.

10. In a system for controlling the movements of an elevator car past a plurality of floors being served by said car, the combination of a starting switch and means responsive to operation of said switch for starting the car; a timing mechanism and means responsive to said timing mechanism to progressively accelerate said car to a plurality of low speeds and a high speed, a selecting device comprising a stationary member having a plurality of positions each corresponding to one of the floors being served, a first moving member operable to each of the positions, a second moving member operable to each of the positions, means responsive to said timing mechanism to move said rst moving member from an initial position corresponding to the cars position forward in the direction corresponding to the cars direction of movement one position for each operation; a plurality of car control switches, one associated with each floor served and means responsive to said rst moving member advancing to a position corresponding to a iloor for which a control switch has been operated to stop further operation of said timing mechanism; means responsive to car movements for advancing said second movable element also from an initial position corresponding to said cars position forward in the direction corresponding to the direction of car movement, said second element advancing two positions for each floor distance traversed by the car; means responsive to said second element moving to its position corresponding to the floor for which said control switch was operated for causing said means to accelerate said car to act to retard said car in a plurality of steps as said car advances until said car is operating at its lowest speed, and means responsive to further car movement to stop said car at the floor associated with said operated control switch, and in the event that said accelerating mechanism accelerates said car to its highest speed means responsive to said accelerating means reaching the highest speed position for stopping further operation of said timing mechanism, and for causing said means responsive to car movement to move both moving elements substantially in synchronism with movements of the car.

WILLIAM F. EAMES. 

